Internal-combustion engine.



H. W. BOLBNS. INTERNAL COMBUSTION ENGINE. APPLICATION FILED MAY 20, 1911.

1,081,946, Patented Dec. 23, 1913.

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H. W. BOLENS. INTERNAL COMBUSTION ENGINE. APPLICATION r1121) MAY 20, 1011.

1,081,946. Patented Dec. 23, 1913.

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HARRY W. BOLENS, 0F PORT WASHINGTON, WISCONSIN.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Dec. 23, 1913.

Application filed May 26, 1911. Serial No. 629,692.

To all whom it may concern:

Be it known that I, HARRY W. BOLENS, a citizen of the United States, and resident of Port WVashington, in the county of Ozaukee and State of WVisconsin, have invented certain new and useful Improvements in InternaLCombust-ion Engines; and I do hereby declare that the following is a full, clear, and exact description thereof.

My invention refers to the hit and miss type of internal combustion engines having a governor-controlled sleeve that is loosely mounted upon the engine shaft and adapted to be brought into the path of travel of a valve-rod, its general object being to provide simple, effective, durable and positive means for automatic control of the admission. and exhaust ports of the engine cylinder.

The primary object of the invention is to provide means for holding the governorcontrolled sleeve of such engines against rotation.

Another object of my invention is to provide a light, durable and economically constructed valve-rod having a maximum rigidity combined with a minimum weight, the construction and arrangement of the rod resulting in a material reduction in the frictional load and a consequent economy in the power expended to operate the valve ear.

With the above objects in view the inven tion consists in what is hereinafter described with reference to the accompanying drawings and subsequently claimed.

In the drawings Figure 1 represents a plan view partly in horizontal section of a fragment of an internal combustion engine embodying the features of my invention; Fig. 2, a detailed sectional elevation of the same, the section being indicated by line 2-2 of Fig. 1; Fig. 3, a similar sectional view taken upon the plane indicated by line 3-8 of Fig. 1; Fig. 4., a detailed sectional View of the governor-controlled sleeve illustrating a modified means from that shown in the preceding figures for holding said sleeve against rotation, and Fig. 5, a detailed cross-sectional view of the valve-rod as indicated by line 5 5 of Fig. 2.

Referring by characters to the drawings, 1 represents a fragment of an engine bed provided with a split bearing 2 into which is journaled the engine crank-shaft 3.

1 represents a valve-actuating member comprising a spring-controlled valverod, the rear end of which is arranged to actuate the valves, not shown, through a valve-lever A. The forward end of the valve-rod 4 terminates with a head 5 having an elongated slot 5', through which slot one end of an arbor 6 projects, the same being journaled in a bearing 6 that forms part of the engine bed, the outer end of the arbor serving as a support and guide for said valverod. The valverod head 5 is held against lateral play upon the arbor end between a valve-cam 7 and an ignition timing cam 7, both of which cams are secured to the arbor and arranged to abut the side faces of the valve-rod head. The valve cam 7 also serves as a thrust collar in opposition to end play of the arbor in one direction, play in the reverse direction being limited by the hub of a gear-wheel 8 that meshes with a pinion 9 carried by the engine crank-shaft 3, the said gearing constituting the usual drive mechanism for the spark timing and valve cams. The valve-rod head 5 also carries an anti-friction roller 10 that is arranged to engage the valve-cam 7 whereby positive thrust of said valve-rod in opposition to its spring-control is had incidental to a valve movement. The head of the valve-rod has an apertured car 11 extending therefrom for the reception of a hardened metallic tappet-plate 12, the same being adjustably secured to said car by a retaining bolt 13 that passes through the ear aperture and a corresponding aperture in the tappetplate. lhe rear edge of the tappet-plate 12 is arranged to abut the head of an adjusting screw 14L which is in threaded union with the valve-rod head. This screw permits the tappet-plate 12 to be finely adjusted in or out and after such adjustment the retaining bolt 13 is securely set and held by suitable lock-nuts.

The crank-shaft 3 carries a fly-wheel 15 provided with a centrifugal governor 16 in the form of a bell-crank. An arm 16' of the bell-crank is provided with a pin 17 that carries an anti-friction roller which engages an annular groove 18 of a tappet-carrying sleeve 1!), the latter being loosely mounted upon the crank-shaft. The sleeve 19 is formed with a projecting web 20 upon the face of which is secured a tappet-plate 12. The working face of this tappet-plate is arranged to have hit and miss engagement with the working face of the tappet-plate l2dthat is carried by the reciprocative valvero In order to hold the sleeve tappet-plate in horizontal alinement with the valve-rod tappet-plate, the said sleeve is held against rotation by means of a fixed member in the form of an anchor-pin 21, which pin projects from the engine-bed and extends through an aperture of a lug 21 that forms part of or is carried by the tappet sleeve 19. By this construction it is obvious that the sleeve is free to slide in or out upon the crank-shaft under governor-control, but is held against rotation therewith by said anchor-pin, or' fixed member, which member in conjunction with the ear aperture, constitutes a telescopic union bet-ween said parts.

Fig. 4 illustrates another form of the invent-ion wherein the anchor-pin 21 is carried by the sleeve 19, the anchor-pin in this instance being fitted between spanner-lugs 21 that project upward from the cap portion of the crank-shaft box 2, into which box the crank-shaft 3 is journaled.

The head 5 of the valve-rod is formed with an integral shank portion 4 which is rectangular in crosssection throughout a portion of its length, but terminates with an end that is preferably U-shaped in crosssection for the reception of a pressed steel stem 45 that is also U-shaped in cross-section as shown in Fig. 5, the stem being riveted or otherwise secured to the end of the shank 4. The valve end of the stem 4; is formed into a flattened apertured ear which is hinged to and fitted between branches of the valve-lever A, the stem being guided in an arm 22 that projects from the engine-bed, and, as shown, a coiled spring connects this arm and a pin that extends from the stem portion of the valve-rod whereby the roller 10 of said rod is held into working engagement with the valve-cam 7. By forming the valverod as described in two parts with the major portion in the form of a pressed steel skeleton stem said rod can be cheaply constructed and at the same time it is rendered exceedingly light and rigid.

From the foregoing description it is apparent that when a predetermined speed is attained by the engine crank-shaft, centrifugal movement of the governor will cause the sleeve tappet-plate 12 to be drawn into the path of travel of the head tappet-plate 12, and when the valve-cam 7 recedes from its engagement with the valve-rod roller 10, said valve rod will be locked against its spring-controlled movement due to the engagement of the oppositely disposed tappetplates and thus the exhaust valve (not shown) will be held open, whereby one or more free revolutions of the engine crank are permitted.

It is apparent from the foregoing description that the sleeve 19 carrying tappet-plate 12 will be held against rotation by its ear which is in sliding union with pin 21, the said sleeve being capable of reciprocation upon the crank-shaft as previously mentioned.

I claim.

1. In an internal combustion engine; the combination of a shaft, a reciprocative valverod, a tappet carried thereby in juxtaposition to the shaft, a governor-controlled sleeve loosely mounted upon the shaft, a tappet carried by the sleeve adapted to have hit and miss engagement with the valve-rod tappet, a lug extending from said sleeve, and a stationary anchor-pin in slidable engagement with the lug.

2. In an internal combustion engine; the

combination of a shaft, a reciprocative valverod, a tappet carried thereby in juxtaposition to the shaft, a governor-controlled sleeve loosely mounted upon the shaft, a tappet carried by the sleeve adapted to have hit and miss engagement with the valve-rod tappet, a lug extending from said sleeve, and a stationary pin in slidable engagement with the lug whereby said sleeve is held against rotation.

3. In an internal combustion engine; the combination of a shaft, a governor-controlled tappet-sleeve loosely mounted upon the shaft; an apertured ear extending from the sleeve, and a fixed anchor-pin for sliding .engagement with the ear aperture.

4. In an internal combustion engine; the combination of a shaft, a reciprocative valverod, a tappet carried thereby in juxtaposition to the shaft, a governor-controlled sleeve loosely mounted upon the shaft, a tappet carried by the sleeve adapted to have hit and miss engagement with the valve-rod tappet, and a fixed member extending from the frame in telescopic engagement with the sleeve, whereby the latter is held against rotation.

In testimony that I claim the foregoing I have hereunto set my hand at Milwaukee, in the county of Milwaukee and State of Wisconsin in the presence of two witnesses.

HARRY W. BOLENS. lVitnesses GEO. l/V. LANG, MAY DOWNEY.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of latenta, Washington, 21). O. 

